Fuel feeding apparatus



P 22,1931 I J. c. COULOMBE 1,823,887

FUEL FEEDING APPARATUS Filed March 5, 1925 2 Sheets-Sheet l INVENTORJoseph C. Coulombe,

ATTORN EY Sept. 22, 1931. J. c. COULOMBE FUEL FEEDING APPARATUS FiledMarch 5, 1925 2 Sheets-Sheep 2 i1 L h wwwv mz g g 4 m. 2 222 A w uA 1 1iili, l i .4 F g 0 5 7 5 4 4 ATTORNEY .l atented Sept. 22,

P ENT. OFFICE .J'OSEPH Lo. GOULOMBE, or .KOKOMO, INDIANA FUEL FEEDINGAPPARATUS Application filed March "5,

lhe invention relates to apparatus for feeding liquids wherein thesource of supply is at a comparatively low level While the device is ata higher level and distributes li'liquid to a lower level'by gravityflow; .in

other words, a pump for raisingand delivering liquids, but of theparticular type operated by sub-atmospheric pressures for raising liquidto the pump chamber.

Such devices are generally well known in the art and particularlyidentified as fuel feeding devices such as are employed in connectionwith automobile engines.

The invention, herein described, relates to such a pump and itsparticular application to the fuel feeding system of'an automobile. Itis more particularly directed to the control of suction employed forsecuring sub-atmospheric pressures in the device.

The most common expedient for securing sub-atmospheric pressures is toconnect-the vacuum feed with the intake manifold of the engine. It hasalso become a practice .to derive suction from the oil pumping system ofthe automobile.

In either case, there are variable suctions dependent upon the speed ofthe engine and the depression in the intake manifold.

VThere oil pumps are utilized for maintaining suction effects, thevariability is caused by changes in engine speed.

here the intake manifold is employed. variations occur due to throttlingand engine speed. For instance, with a Wide open throttle and the enginelaboring, there is a low limit of, suction in the manifold, whereas withthe throttle partially closed, there is an increased depression.Necessarily, the mixture is somewhat affected, according to the dilutionthrough the suction connection, with a vacuum device. 'Where the suctionis induced from the oil pump, an adequate suction may alwaysbe attainedfor high and low speeds, but in prior de vices, so far as known, at somesacrifice to the circulation in the oil system. i

The suction connection may be made'vvith the oil pump with suitablerestrictions, but in designing for this, in order to secure the. desiredsub-atmospheric condition for low through the pump,;thus giving adequatecir- 192'5. serial'lfIo. 13,224.

engine speeds, an unnecessary amount of oil must be circulated.

To correct the above conditions and secure balance conditions for allspeeds, is the primary object of the present invention which has, asother objects, a restriction of the .oil intake of the pump at lowengine speedslow suction-and at the same time, giving ample flow to thepump for circulation. To provide, in conjunction with the restriction tosecure suction at the lowest engine speeds, lowest suction-an autonraticmeans of increasing the variable flow culation of oil (in case an oilpump is employed) forall'engine speeds.

Finally, the'obje'cts may be stated as including a means for securingample vacuum, pressures on low speeds and all speeds of the engine. Tothis may be added a compensating arrangement between the suction inducedin the manifold and the suction induced by the pumping system.

Referring to the drawings: 7 s

Figure l is a somewhat diagrammatic yiew of an engine employing the fuelfeeding system.

Figure 2 is asecti'onal view through the supply tank, and itsconnections.

Figure 3 is a sectional View through the suction connection manifold.

Figure 4 is a detailed plan view of the parts of'Figure 3.

Figure, 5 is a vertical section through the inlet side of an oilcirculating pump adapted to beem'ployed in practicing the invention, thesection being taken on a plane parallel to the plan'e'of the paper andthe figure re volving from the position indicated in Figure l.

Figure 6 'illustratesa Weighted valve plug in the inletto the pump.

Figure 7 is a detailed cross section view on line 77of Figure 6.

Figure 8 is a vertical section showing a reversible weighted valve plug,in the inlet to the pump. p

The diagrammatic showing of Figure 1, may be considered as embodying theusual elements of an automobile engine which has an inlet manifold A, awater cooling system including a circulating pump P, an oil circulatingpump system including an oil pump 0, a carburetor C, a fuel feedingdevice D, and a fuel supply tank B,

The fuel feeding device D, may be of any of the well known typescommonly employed in which there is a fuel connection 1, between thedevice and the fuel tank 13, a suction connection 2, by which fuel isdrawn up from the tank B, to the vacuum feed D, and a deliveryconnection 3, to the carburetor C.

As illustrated herein, a suction connection 2, communicates with asuction manifold 4, thru suitable nipple 5. This manifold has a chamber6,with two metered openings. The metered opening 7, is controlled by avalve 8, normally resting on a valve seat 9, and controllingcommunication through a duct' 10, with the intake manifold of theengine.

The metered opening 11, is controlled by a similar valve 12, and a valveseat 13. This valve controls a duct 14, connecting through a nipple 15,with the intake side of the oil pump 0. There is also a duct 16,communicating with the intake of the oil pump and the crankcase of theengine.

The outlet side of the pump communicates through a duct 17, to thedistributing system for lubricating the engine.

It will, of course, be immediately apparent that suction may be derived,as illustrated, through a connection with the oil pump, or it might besecured from any pumping device, as for instance, the water circulatingpump or an independent pump, although, as specifically hereinafterdescribed, its special connection with the oil pump has many distinctadvantages.

The oil pump 0, is here illustrated as of the gear type, although such atype is not essential to the invention. As illustrated, the driving gearhas a greater number of teeth'than the driven gear. There is particularadvantage in this arrangement for oil circulating, in that the highspeed ratio maintained, gives a desirable flow which is advantageous inconjunction with the suction connection and permits condensation of thesize of the gear pump which is of special advatage in connection withthe use on automobiles.

The connections for the suction conduit and oil inlet conduit areconveniently provided in a special fitting which consists of a tubularnipple 18 having threaded thereon, a tubular body 19, with a-nipple 20,for connection with the suction conduit and a nipple 21, for connectionwith the oil inlet conduit. This forms an inner chamber 22, and there isa metered suction opening 23, to the chamber. At the lower end of thechamber there is a valve seat 24, controlled by a valve 25. This valvehas a metered opening 26, providing for passage of oil to the pump whenthe valve 25, is seated and permitting a sufficient flow for the lowestspeeds of the engine. It is relatively larger than the metered opening23, of the suction connection and there is thus produced, an adequatesuction for operating the fuel feed, at the lowest engine speeds and, atthe same time, there is provision for sufiicient flow of oil forlubrication.

As illustrated in Figure 5, the valve 25, is weighted by a spring 27,while in Figure 6, a valve member is made of a specified weight and thusused without a spring. The body of the valve 29, above its seat, is cutaway to provide ducts 28, so that, as the valve is raised from its seat,there will be a flow through these ducts as well as through the meteredopening 26.

The arrangement of parts in Figure 6, is substantially identical withthose of Figure 5, with the exception of the omission of the spring 27.

The weight of the valve plug 29, is suflicient to hold it to its seat30, upon low suction or low engine speed and it will rise cording to thepull induced upon it as the pump accelerates, always settling backtoward its seat as the speeds decrease.

The principle of operation is the same, whether the valve of Figure 5,or Figure 6, is employed.

On low engine speeds, a lubricant will be drawn through the valveopening 26, of the valve plug 25, or the valve opening 31, of the valveplug 29. The flow produced through this orifice will be sufiicient toiii-- duce adequate suction in the suction connection 14, for operatingthe feed device D.

As the speed increases, the valve will be raised from its seat,permitting a flow of additional lubricant through the ducts 28, aboutthe valve seat 24. This additional flow, of course, induces a somewhathigher suction in the conduit 14, and also gives adequate supply of oilfor lubricating purposes. In other words, there is a balanced conditionwherein the proper amount of oil may always be fed, even at the lowestspeeds, for inducing sufiicient suction for operating the vacuumfeeddevice D, without over circulation of oil, and the increased flow forhigh engine speeds will be automatically regulated according to thespeed over that of the minimum required.

The manifold 4, in the suction line, has certain advantages in that itgives a connection to the intake manifold and a connection to the oilpump for securing depression to operate the tank D.

In Figure 8, there is illustrated a slightly modified form of weightedvalve plug which has particular advantages. This form of the deviceobviatesa necessityof having an oil duct running through the plug,inasmuch as the posltion .of the'valve plug upon (the valve seat Wlllgive requisite automatic-compensation to provide for necessary flow :at

means of connection 47, for the inlet oil pipe. The weighted valve plug48, has at both ends, a tapered valve 49, 50. These assume the form oftruncated cones and have stop projections 51, 52, extending beyond thetaper.

The valve chamber surrounding the valve plug is of suiiicient diameterto permit full flow past the valve plug when it is drawn from its seatby the inflowing liquid.

The stops 51, 52, limit the upward movement of the valve plug byimpinging against the wall 53, at the top of the conduit 43.

Obviously, there will be no restriction in the line between the valveseat 46, and the conduit 43, as ample provision is made for volume aboutthe body of the .valve plug 48.

This weighted valve plug 48, serves the purpose; and functions much thesame as the plu s heretofore described, although i is of a free-floatingtype.

Vhen resting upon its seat, and slight suction takes place, it will havea tendency to tilt with its upper portion resting toward the interiorwall of the casing 45, thus leav- Iing a sufiicient opening about thevalve seat 46, for feeding the pump at low speeds.

As the speed increases and a greater flow is required and secured, thevalve plug will straighten up and rise from its seat until,

. at the highest speeds, there is a full opening from the inlet at thevalve seat 46, to the conduit 43, said opening permitting a volume orflow equal to the capacity of the conduit 43, and without any undue wiredrawing effect.

It is apparent that by making the valve plug 48, double ended, it can bereversed without impairing the operation of the device. This is a greataid and makes the 4 device fool proof in its assembly. There have beencases in which the plug of Figure 6, has been reversed and its improperfunc tioning has caused defective operation.

Naturally, the drawing over of more or "less saturated vapor from a tankB, to the oil circulating system, if in very large volume, causes acertain dilution.

As the vacuum produced by the oil pump is arranged to provide adequatesuction at all running speeds, irrespective of the position of :thethrottle, the work upon the oil pump zmaybe relieved whenever thesuction of the manifold, mine for instance, toipartiallyclosedithrottle, and high speed, greatly exceeds the requisitesuction produced by'the oil pump. In such a case,the valve 12, would beclosed by .the excess suction induced thru the manifold suction and theopening of the valve '8. This would temporarily induce suction for thetank D, and under these @conditions, the effect of dilution through theconnection '10, would benegligible.

As a convenient means of retaining the ball valvessland 12,.aspring 8a,having an inturned arm 8?), *is'sna-pped into a groove 80,:and 2thusprevents excessive rise of the ball valves.

From the above, '-it is apparent there isprovidedn balance :inthesuctionline which relieves the-pump, at excessive speeds and without dangerousldilution, by the connection with the intake manifold.

At "low speeds, where .suction is :taken from :the intake :manifold,there is often failure of .adequate suction for operating the .tank ED,and this often occurs where the throttle is w'ide open and the engine islaboring. as in hillaclimbingl. At alLsuch times, the .oil:pumpzprovides requisite suction to operate the etank iD.

This manifold device, with its double suction connection :is also .ofmaterial advantage in conjunction with .the tank arrangement hereinshown.

T0 lighten the column of liquid to be lifted to the tankD, from-thesupply tank B,-.a meteredeair opening is provided in the connection.

This meteredopening; serves a double purpose, namely, that 1 oflightening the column of liquid so that there will be'a feed to the tankf1), with a comparatively light subatmospheric :pressure induced throughthe suction connections,;and to prevent flooding wheneverthe mainitankB,is elevated above the :feed tank '1).

As illustrated in :Figure 1, this metered opening is :placed .at .M,within the tank B, near its top, and opens :to the feed line 1. In this:position, the metered opening is enclosed within 71.7116 tank, abovethe-liquid level thereof, and :free :from contamination with a duct 3.8,through ametered opening 39.. Acap -40, secures ,adustistrainer 41, overrtheendiof.theichamber 37 ,Figure 2, as compared with locating themetered air opening near the. top of the tank as in F igure 1. V I

hen the air opening is within the tank the suction induced in the lineand tank,

above the liquid level, causes more orless dust to enter the gas'olenetank and foul the liquid contents thereof.

When the metered air opening is arranged exteriorly of the tank and theairthereto is filtered as is possible with the filter of Figure 2,comparatively no dust particles will be drawn into the tank. or itscontents. Obviously, any air entering the tank B, will be filtered freefrom dust.-

The fuel line 1, is connected to the nipple 42, with the usual expansiontype of joint. There are certain advantages in having the meteringdevice exterior to the tank inas much as it can be opened and cleansed,if desired, and the chamber 87, aflfords a means of providing apurifying packing.

Obviously, the exact type of valves and structural forms may be modifiedto suit the exigencies of any particular require- .ient, those shownherein being illustrative for the purpose of defining the invention andits scop That I claimas my invention and desire to secure byLetters'Patent is:

1. In a device of the character described, an engine, a reduced pressurefuel feeding device therefor having a liquid fuel supply connection anda suction connection, a pump for circulating a fluid for the engine andproducing sub-atmospheric pressures in the suction connection, amanifold interposed in the suction connection between the fuel feedingdevice and the circulating pump, a connection from said manifold to theintake manifold of the engine, metered valve openings in the manifold,valves automatically controlling the intake manifold connection and thepump connection of the manifold and automatic means including a valve atthe intake of the circulating pump permitting circulation of fluid atall timesand increase in the flow and consequent suction at the suctionconnection upon increased speed of the engine and pump.

2. In a device of the character described,

an engine, a reduced pressure fuel feeding device therefor having aliquid supply connection, a suction connection, a manifold connectedtherewith, a pump for circulating 5 fluid for the engine and connectingwith the manifold at its inlet side, a connection from the manifold tothe intake manifold of an engine, metered valve openings and automaticvalves controlling the respective connections of the manifold; andautomatic means including a valve at the inlet of the pump for varyingthe appreciable inlet of the suction of the pumping device andresponsive to the suction of the suction connection of the fuel feedingdevice, upon variations in speed of the engine and pump.

JOSEPH C. COULOMBE.

